The AMSOIL/Mopar Muscle Engine Challenge is one of our favorite events, as we get to spend a week at Comp Cams' Memphis, Tennessee, facility flogging some of the most powerful Mopar engines around on their engine dyno. This year was no different, as six contestants met the deadline and requirements to enter the Engine Challenge, each with their own theory about the best way to gain an advantage.

2/23B&G placed fifth in this year's Engine Challenge, showing that it doesn't take exotic parts for a Mopar 360 to make plenty of power. This month we'll go inside their small-block to see how they did it.

The winner of the 2010 challenge was determined by measuring peak horsepower and dividing it into the displacement of the motor, for a horsepower per cubic inch rating, and all but one of the engines this year exceeded the standard of one horsepower per cubic inch. As you'll see, the fifth place B&G Speed and Machine entry was a basic, economically built 360, still making an impressive 418-plus horsepower for a 1.14 horsepower per cubic inch rating.

Due to a mechanical issue, last year's second place finisher, Chenoweth Speed and Machine, didn't make the required dyno pulls while at Comp. Claiming a total displacement of only 279 cubic inches, this would have been the smallest engine in the contest, and although we didn't get to see its potential during the 2010 contest, we'll still take a look at their combination.

B&G Speed and Machine Bargersville, Indiana

Each competitor in this year's contest had their own theory about the best displacement given our rules, but B&G Speed and Machine simply relied on one of the best ways to make small-block power, a solid 360. Knowing that the RHS heads were a great match right out of the box for a Mopar 360, engine builder Bill Hess planned his combination around that match. On the dyno, the crew made a solid showing after sorting out an electrical misfire, making a best judged pull of 418.7 horsepower from their 367.2 cubic inch small-block.

6/23Each engine is torn down after its dyno pulls and inspected to ensure compliance with our published rules. Displacement was especially important this year, as the engines were judged on peak horsepower per cubic inch.

Starting off with a used 360 block, B&G bored the casting .040 over, using a stock crankshaft with a stroke of 3.58 inches. Eagle forged steel connecting rods combined with economical Speed Pro hypereutectic cast pistons rounded out the bottom end, which was balanced as well. A Chet Herbert solid flat tappet camshaft was used arriving at .528 inch intake and .550 inch exhaust lift, and 255 degrees of duration at .050 inch lift.

To top their solid short-block, B&G used the required RHS/Indy X heads, with shaft mounted rockers and LA intake pattern. These heads are a direct replacement for older Mopar small-blocks, offering improved flow, bigger valves, and a far better combustion chamber design than factory heads. To achieve better flow, these heads were fitted with large 2.05 intake and 1.60 exhaust valves, actuated by factory 273 adjustable rocker gear. For induction, an Edelbrock Victor 340 intake manifold was combined with an 800-cfm Holley double-pumper. Good for over 418 horsepower on pump gas, this 360 would make any Mopar a fun ride.

Last year Chenoweth Speed and Machine and LaRoy Engines were competing against each other in our dyno contest, placing second and third respectively. No doubt noticing each other's strong points, Jim LaRoy and his sons teamed up with Dale and Mike Chenoweth this year, performing much of the cylinder head porting and valve work required to achieve maximum flow numbers. Using a 273 as the foundation for their build, the Chenoweth/LaRoy 279 cubic inch small-block would have required the least amount of horsepower to win the contest, since it was the smallest engine entered.

10/23Engine parts for Mopar small-blocks are more reasonably priced than ever, so it makes sense to replace connecting rods and pistons when rebuilding. These Eagle rods are way tougher than the originals and come with high-strength fasteners, and the Speed Pro hypereutectic cast pistons offer good strength for the price.

During the bench racing and idle chatter around our trailer at the Mopar Nationals, we learned that the Chenoweth/LaRoy entry had encountered a cooling system problem during dyno testing, but that the team had pulled the heads and replaced suspect head gaskets to repair the issue. Unfortunately, it reared its ugly head again once the engine was started and brought to temperature at Comp. Noticing water blowing from the dyno exhaust connection, the crew shut down the engine to investigate. Pulling the spark plugs, the problem became apparent as coolant was found in the number seven cylinder. Deciding not to risk further damage, the team chose not to make their dyno pulls, disqualifying themselves from the competition. We certainly would have liked to see this little engine run, as it could very well have been a contender in the 2010 AMSOIL/Mopar Muscle Engine Challenge had it not been for the problem.

Lights, Camera, Action

Do you think you have what it takes to compete in the AMSOIL/Mopar Muscle Engine Challenge? The rules for the 2011 contest were announced at the Performance Racing Industry tradeshow in Orlando, Florida, and are already on our website for you to check out. Remember that we take entries from shops both large and small, and it doesn't require a huge budget to compete in our contest. In fact the rules of the 2011 Engine Challenge limit the builders to a budget of just $5,500.00. So log onto moparmusclemagazine.com and download an application. We might just make you famous.